System of control



Dec. 14, 1926. 1,610,634

w. E. THAU SYSTEM OF CONTROL Filed March 15, 1923 2 SheetS-Sheet l 44 mwyws w INVENTOR wd/ler E. 7776 11 BY Dec. 14, 1926.

w. E. THAU SYSTEM OF CONTROL Filed March 15, 1925 2 Sheets-Sheet 2 WITNESSES:

INVENTOR Wa/zer E. 7 /1' 7u ATTORNEY UNITED s'rAfflris' man-r wanna ljr'mm, or rr'rrsnu'nen, rmm

OFFlCli'.i-

. luc'rmc qwunc'runme comm, A oonrom'rron or PENNSYLVANIA.

arm or oomnon. Application llled 'larch 15, 192:. Serial 10.685310.

' My invention-relates to systems of control and it has special relation to the protection and operation of control systems that are employed in connection with the propulsion of ships and the lik One object of my invention is to pmvlde .a system of the above-indicated character including a plurality of engine-dri en generators whereby, in case one engme or generator should fail, the operation of the remaining sets will not be interrupted.

Another object of my invention is to provide a rotective system of the character just out ned that shall be relatively simple and inexpensive in construction and effective and reliable in operation.

Another object of my invention is topre-' vent the reversal and overspeeding of one of a set of series-connected generators in the event that the prime mover corresponding to that generator fails to operate for any reason.

A further object of my invention is to provide a control system, preferably of the well known VVard-Leonard "type, whereby one of a set of series-connected enerators maybe employed, under all con itions, as a constant-potential machine for excitation purposes, and the like, without impairing the flexibility and effectiveness of the main control system for driving and maneuvering the ship.

Other and more specific objects of my invention will become evident from the following detailed description taken in conjunction withthe accompanying drawing,

Figure fo'f which is a diagrammatic view of circuits and apparatus organized in accordance with one form of my present invention, and

Fig. 2 is a diagrammatic view of a modification of the system that is shown in Fig. 1.

Referring to the drawing, the system here shown comprises a main motor 1, for driving the propeller 2 of a ship receives its energy from a plurality of encrators 3, 4, 5 and 6 that are adapte to be connected in series relation, in accordancewith a familiar marine practice. The generators are adapted to be respectively driven by suitable prime movers 7, 8, 9 and 10, such as Diesel engines, although it should be understood that any other appropriate marine engine may be employed for the purpose.

For supplying energy to the auxiliary appaand which 1 versed, while the propulsion of the ratus and for excitation urposes, or the like, a supply circuit or pair of bus bars 11 1s provided to be energized from one of the mam generator scribed in detail.

For protecting the several main generators 3 4, 5 and 6 under abno mal conditions caused engines, for example, a plurality of relays or protective devices 12, 13, 14 and 15 are associated with the respective generators in a manner hereinafter described in detail.

,The propeller-driving motor 1 is preferably of the direct-current type, embodying a commutator-type armature 20 and an exciting field windlng 21 that are adapted to be suitably energized from the auxiliary supply'circult 11. Each of the main generators 3, 4, 5 and 6 comprises a commutatortype armature 22, a series exciting field winding 16 and a shunt or separately excited field windin 23. For the purpose of suitably control ing and reversing the main generators, a common reversing rheoshunt field windings 23, in accordance with the familiar principles of operation of the Ward-Leonard system. 1

My system is so arranged that any one of the main generators may be employed as a constant-potential machine for supplying energy to the auxiliary bus bars 11, in addition to performing its share of the work with res ect to supplying energy tothe propellingriving motor 1. For this purpose, a plurality of double-pole single throw switches 33, 34, 35 and 36 are provided in connection with the respective main generator armature circuits. In the present case, the switches 33, 34 and 35 are disposed in their open positions, while the switch 36, corresponding to generator 6, is closed. Conse quently, enerator 6 is adapted to continualdirection, since this generator is never reslnp 1n elther a forward or a reverse direction may be efl'ected by suitable manipulation of the remaininggenerators, the voltages of which are thus adapted to act cumulatively or differentially with respect to the voltage of the generator 6. 4

The field winding '23 of the generator 6 is connected directly across the terminals of units, as subsequently dey energize the bus barsll in a constant mvaum, 'Assroxon" ro, marine noun by the failure of one of the Diesel Ill) ' and 31 for connecting vision of switches 25, 26 and 27 for closing the circuit of the exciting field windings 23 across the respective generator armatures 22 and the additional provision of switches 29,

in question through the respective reversingrheostats 24 to the auxiliary bus bars 11.-

Since the generator 6 has been selected as the constant potential or exciting machine, it follows that switch 28 is closed and switch 32 opened, as previously mentioned, whereas switches 29, 30 and 31, corresponding to the other generators are closed and switches 25, 26 and 27 remain in their open position. It will be seen that the generator 6 is thus selfexciting, whereas all of the remaining generators are excited from the bus bars 11 through the respective reversing rheostats that the generator closing position Each of the protective devices 12, 13, 14 and 15 is provided with an operating coil that is shown as being directly connected across the terminals of the corresponding armature 22. In the normal or de-energized position of the relay 12, for example, a movable contact member 40 thereof is adapted to close a circuit through a shunt or, protective resistor 41, which is bridged across the armature 22 of the generator 3. The purpose of this shunt or protective resistor 41 is its substitution in the circuit of the seriesconnected generators 4, 5 and 6 in the event 3 or the corresponding Diesel engine 7 should fail, thus permitting the relay device 12 to drop to its lower position. In this way, the circuit of the remaining generators is automatically maintained,

irrespective of the failure of one of the generators. and the-vessel may thus be propelled without further attention on the part of the operator, although at a reduced speed. It will be understood that in some cases the resistor 41 /may be omitted and a direct connection made.

The relay device 12 is further provided with a movable contact member 42,which normally occupies its lower or open-circuit position, but is adapted, when the generator 3 is operative, to assume its upper or circuitfor completing the energizing circuit of the corresponding shunt fieldmagnet winding 23. Consequently, this field winding may be energized only when the voltage of the corresponding armature 22 in case it the field windings is sufficient to maintain the relay device '12 in its upper position. For starting purposes, a suitable hand switch 45 may be temporarily utilized to completethe field-winding circuit.

The-remaining relays or protective devices 13,.14 and 15 are similar in all res nets to the relay device 12 and no further escription thereof is deemed necessar it being understood that these relay adapted to suitably protectthe corresponding main generators 4, 5 and 6 under emergency conditions and also maintain 'the. circuit of the remaining generators, as above described. The operation of the illustrated system may be briefly set forth as follows: Under normal conditions corresponding to forward operation of the ship, the main generators 3, 4 and 5 are so manipulated by means of the reversing rheostats 24 that their voltages are added to the constant-direction voltage of the generator 6. The combined electromotive forces are thus impressed upon the propeller-driving motor 1 to provide full speed ahead. Under such operating conditions, each of the relay devices 12, 13, 14 and 15 occupies its upper position toconnect the corresponding shunt field winding 23 in circuit and to concurrently exclude the shunt or protective resistors 41 from the main generator circuit.

In the event, for example, that the generator 3 or its corresponding prime mover fails, the decreased voltage thereof will permit the corresponding relay device 12 to drop evices are to its illustrated lower position. In the first place, the field winding 23 is thereby deenergized, since the contact member 42 of the relay cuit thereof. In the second place. the protective resistor 41 is automatically introduced'into-the circuit by means of contact member .40 of the relay device 12, and a series circuit comprising the three remaining generators 4, 5 and 6 and the protective de'-' vice 41 is thus automatically maintained to supply an uninterrupted flow of energy to the propeller-driving motor 1.

Without the provisionof such automatic protecting apparatus12, the generator 3 would tend to be driven as a motor by the remaining generators, that is, would gradually stop and be reversed, thereby probably attaining a dangerous speed in the opposite direction, such speed depending, of course, upon its relative field excitation with respect to the excitation of the other main generators, and the amount of voltage absorbed by it'from the system.

It will be understood that various other methods may be employed for suitably protecting a system of the character described, but the illustrated arrangement is believed to be relatively simple and reliable.

device 12 is removed from the cir- 40 o utilized s the constant potential machine During maneuvering conditions the 'essel, the excitation'{and yoltizgegof the generators is relatively-min or ertopro- I ;Jvide the desired: reduced speed 1 of the propeller-driving motor. Hence, the ene'rgiza- In case a reversed operation of thevessel is desired, the reversing rheos' tats 24.;of the main; generators 3, (t andj5 may be so ma 7' ,fnipulated as to causethfe combined voltages ,of-"these three *"Ydifierentially withfrespect toitheconstantenerators to oppose or act direction voltageofi'the generator 6.1- The I 'iefiective voltage that isap eiepelleI'sdrivingmotor 1'1st plied to the proapp ma y ,one -half of the total jv oltageQ01 the four generators, or in other words, an asterrzfspe'ed offi fty percent of thefull 'foiwardgspeed maybe readily attained by merelymampuw lating-flthe reversing, rheostats in, question i andlwithout in anyway interruptingor im-, 1 pairing theserviceoftheaumhary'bus bars 11. willbe understoodthat myinvention' fltationlq; 1, 1

x the provision of the 'sw tches to 32, inclusive, any one of the generatorsm-ay be J 5 is not limited to use ,withlth'e exact'number of machinesillustrated and that the speed [obtainable under reverse conditions-Lie de-j l pendent upon thetotal'numberofgenerators and the relative degree ot motori field exciefor sup'pl'ying energytojthe bus bars-11,

, while jthe' remaining e r'utiliz'ed' asjustdescribed for. speed control ,.fpurposes; It, will be seen th at I have'thus devised a relatively simple and inexpensive fi 'system for providing a desirably flexible generators may; be

I control ofthe propeller d'riving motorv 1" and Y i also a'means of insuring a constahtaliretition potent al for the auxiharybusj bars WliillOllt requiring the openlngof the mam armature wi uit or any other. :expeii sive or complidated expedients.

Reference may .now: be had *Wherein a pair to Fig; 2, of-generators 3 and 4:; are

' connected in series relation to, drive the pro I peller motor 1 in a manner similar to that set forth in connection withFigy1.

"A difier'ential relayIdeviceand aplugralityvof solenoid-typerelaydevices 51,152,

j60fand 61 are associated with-the generators fff' 3 andi t in a manner-to be 'descjribed. {The I'di fierential relay device 50 is shown as com .i prisingfa core or armature: member 53,

, varmmd opposite ends ofwhich'a plurality of 'relay device50 actuating coils 54'and 55 are wound, being respectively connected across the terminals of the 'generators'4 and 3. A pair of centering springs 56 are associated with the relay device to. normally maintain it in the illustrated neutral or open-circuit position.

' A movable contact member or bridge 57 of the relay device is adaptedto engage a' pair of stationary contact members 58 when the rglay occupies its lower position and a pair 0 relay assumes its upper position.

The relay devices 51 and 52. are normally in circuit with the shunt field windings 23' of the respective generators 3 and 4 and are adapted to be energizedwhen the relay d6? vice 50 occupies its upper and its lower posimm, respectively, for opening the corre- 'sponding field-w nding circuit.

The relay devices 60 and 61 are connected directly across the terminals of the gener ators 3 and 4,respectivcly,

circuit positions The operation of the system shown in Fig. 2 may be set forth as follows: As long as the voltages of the respective generators are substantially equal, the oppositely-active stationary contact members 59 when the and underoperatmg conditions are ralsed tO-thBll' opens pullsof the magnet coils 54 and 55 serve to maintain the differential relay 50 in its illustrated inoperative position. If, however, prime mover 7 or 'itscorresponding generator 3 should 'fail, for any' reason, so that the "voltage impressed upon the actuating coil 55 isgmater-ially decreased, the other actuating "coil 54 will predominate to effect the raising of the relay device to bridge the stationary contact members 59. In this way,

a circuit is completed through the actuating coil of the relay device 51, and the fieldwindingcircuit for the defectivegener'ator3 is thereby opened.

At the same time, the decrease in thegenorator voltage permits the relay device 60- todrop. to its illustrated lower position,

thereby bridging the armature. 22 of the generator 3' to thus maintain the series operating connection of the remalnmg'generator .4 and the propeller-driving motor 1.

It will be understood without detailed descrlption that a corresponding operation ocours in the event of the failure of the prime mover 8 or the generator 4 driven thereby. In either case, the defective generating equipment is excluded from circuit to revent the above noted reversal and possible overspeeding thereof. 7 v

.No manual operations for excluding the from circuit under maneuver ingconditions of the vessel are necessary in the present form of the invention, since the low-voltage conditions of the two generators react in a balanced-manner upon the differential device 50, and no actuation thereof results.

4 generators for supplying energy to a common. load, of electroresponsive means for selectively connecting any one of said generators to also supply the excitation of all of the generators.

2. The combination with a plurality of generators for supplying energy to a common load, said generators being severally provided with shunt-type field windings, of electroresponsive means for selectively connecting any one of said generators to also eiiect the energization of all of said field windings.

3. The combination with a plurality of generators adapted to be connected in series relation to supply energy to a common load,

a plurality of switches for selectively con-.

necting any one of said generators to also supply the excitation of all the generators.

4. The combination with a plurality of generators adapted to be connected in-series relation to supply energy to a common load, said enerators being severally provided with s unt-type field windings, of a plurality of switches for connecting any one of said generators to also effect the energization of all of said field windin 5. The combination wit a plurality of generators adapted to be connected in series relation to supply energy to a common load, of a plurality of switches for selectively connecting any one of said generators to also supply the excitation of all the generators, and means for efiecting operation of said load in either direction by controlling the remaining generators cumulatively or e'fiecting the operation 0 said load in either direction by controlling the field windings of the remaining generators to render them active cumulatively or differentially with respect to said one enerator. I

7. The combination with a driving motor differentially with respect to said one g eneraand a plurality of generators adapted to be connected'in series relation to supply ener to said motor, said generators being severa ly provided with shunt-type field windings, of

a plurality-of auxiliary-circuit conductors,

a plurality of switches for selectively connecting any one of said generators to be selfexciting and to supply energy to said conductors, and means for connectin the remaining field windings to said con uctors.

8. The combination with a driving motorand a plurality of generators adapted to be connected in series relation to supply ener to said motor, said generators being severa ly provided with shunt-type field windings, of a plurality of auxiliary-circuit conductors, a plurality of switches for selectively connecting any one of said generators to be selfexciting and to supply energy to said conductors, means for connecting the remaining field windings to said conductors, and means for driving said'motor in either direction by controlling the field windings connected to said conductors to render the corresponding generators active cumulatively or'difie'rentially with respect to said selfexciting generator.

In testimony whereof, I have hereunto subscribed my name this 7th day of March1923 WALTER E. THAU. 

